Variable load brake



5, 1944. R. M. OLIVER 2,355,747

VARIABLE LOAD BRAKE Filed Dec. 22, 1942 2 Sheets-Sheet 1 INVENTOR I ROBERT MOLIVER.

ATTORN EY Aug. 15, 1944. RQMHOLNER' 2,355,747

VARIABLE LOAD BRAKE Filed Dec. 22, 1942 2 sheets-sheet 2 45 53 46 60 47 22 F Kg, 2 I J2 INVENTOR ROBERT M.OLIVER ATTORNEY Patented Aug. 15, 1944 UNITED STATES PATENT OFFICE Robert M. Oliver, Reno, Nev., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Appiication December 22, 1942, Serial No. 469,807

20 Claims. (Cl. 303-22) This invention relates to a variable load fluid pressure brake, in which the braking power is automatically varied according to the load I on the vehicle.

The principal object ofthe invention is to provide an improved variable load brake apparatus.

of the above mentioned type.

Another object of the invention is to provide a novel vehicle variable load brake apparatus which will operate to hold the braking ratio substantially constant for any weight carried by the vehicle. 7

Another object of the invention is to provid a novel vehicle variable load mechanism which may be used in conjunction-with a standard air brake equipment for the purpose of controlling the brake cylinder pressure in accordance with the brake pipe reduction and the weight carried by the vehicle. I Still another object of the invention is to provide a novel strut mechanism for use in conjunction with a variable load mechanism.

Other objects and advantages Will appear in the following detailed description of the invention.

In the accompanying drawings Fig. 1 is a diagrammatic View, partly in section, of a variable load brake apparatus constructed in accordance with the invention; and Fig. 2 is an enlarged view of. a portion of the apparatusshown in Fig. 1. I

As shown in the accompanying drawings, the Variable load fluid pressure brake apparatus may comprise a brake pipe I, a brake controlling valve devicev 2, an auxiliary reservoir 3, an emergency reservoir 4 a change over control Valve ,de-' vice 5, a variable load valve device 6, a strut cylinder mechanism land a brake "cylinder 8.

'ihe brake controlling valve device 2 shown is of the AB type but may be of any other desired type. This controlling valve device may be of substantially the same construction as the AB valve device fully described in the patent to Clyde c. Farmer No. 2,031,213, issued ee ruary 18; 1936, and in view of this it is deemed unnecessary to show-and describe" the device "in detail. It will of course be understood that this mebhanis'm operates upona service reduction'in brake pipe pressure to supply fluid'funder pres sure from the auxiliary reservoir to theibrahe cylinder to effect aservice applicationpf the brakes, upon an emergency reduction" in praise pipe pressure to supply fluid under pressure; from both the auxiliary," and emergency I' GS E IVOli'SZhO the-brake cylinder to effect an emergency ap plication of the brakes and upon an increase in brake pipe pressure to effect a release of the brakes and the charging of the brake equipment.

-The changeover control valve device 5 may comprise a two piece casing having clamped therebetvveen a flexible diaphragm l0. At one side of this diaphragm there is a chamber H which is constantly connected through a passage [2 with the atmosphere. At the opposite side of the diaphragm thereis a valve chamber I3 which is constantly connected through a passage and pipe M to the brake pipe I.

Contained in valve chamber 13 is a slide valve I5 which is adapted to be operated by a stem l6 operatively connected to the diaphragm It in any suitable manner. Contained in chamber H is a spring ll which,.at all times, tends to urge the .diaphragm l5, stem l6 and slide valve 15 toward the position in which they are shown in the drawings.

Thev variable load valve device 6 comprises a casing structure which is rigidly secured in any suitable manner to a sprung part of the vehicle, such for instance, as the vehicle body. As illustrated, the casing structure comprises a brake cylinder cut off valve. portion 23, a limiting portion 2| and a pressure reduction responsive portion 22.

The brake cylinder cut-off valve portion 29 is provided with a pair of spaced flexible diaphragms 24 and 25, having interposed therebetween a diaphragm follower 26 adapted to cooperate with both diaphragms. The area of diaphragm 24 is greater'than that of diaphragm 25. -The follower 26 is contained in a chamber 21 which is in constant open communication with the atmosphere by .way of a passage 28.

At the lower side of the diaphragm 25 there is a valve chamber 29 which is in constant open communication with a passage and pipe 36 leading to the'brake controlling valvedevice 2. Contained in valve chamber 29 is a slide valve 3i which is operatively connected. to a stem 32 which stem. isproVided with a collar 33 adapted to ,engage one face of the diaphragm 25. The dia-phragms 24 and 25 and the .follower 23 are clamped betweenthe collar .33 and a -diaphragm'followe'r 34, contained in achamber 35 at the upperface of diaphragm 24, by means of a nut 36 having screw-threaded connection with the upper end of the stem 32,. which passes throughdiaphragm 25, follower 26, diaphragm and-"follower 34. The chambenilii is connected togthe brake-pipe l byway of-a passage and pipe 3i anda connected pipe 38;

Contained in chamber 35 and interposed between and operatively engaging the diaphragm follower 34 and a shoulder 39 formed in the casing is a spring 49, which spring, at all times, tends to urge the diaphragms and associated followers, stem 32 and slide valve 3| to the position shown in the drawings.

Contained in a chamber 4I there is a movable stop member 42 which is subject to the pressure of a coil spring 43 and which is adapted to be engaged by the upper end of the stem 32.

The pressure reduction responsive portion 2': comprises a casing in which there is mounted spaced flexible diaphragms 45, 46, and 41. At one side of the flexible diaphragm 45 there is a chamber 48 which is connected by way of a passage 49 to the valve chamber 29 in the brake cylinder cut-off portion 20.

At one side of flexible diaphragm 46 there is a chamber 50 which is in constant open communication with the passage 31 by way of a connected passage I. Intermediate the diaphragm 45 and 46 there is a chamber 52 which is in constant open communication with the atmosphere by way of a passage 53.

Disposed in chamber 52 and engaging the diaphragms 45 and 46 is a hollow circular spacing diaphragm follower 55 having interior axially arranged spaced bosses 56 for engagement with the enlarged circular end of a lever arm 51, the follower having an opening of suitable size to permit the circular end of the arm to be inserted and properly positioned in the follower. One end of the follower 55 is provided with a stud portion 58 which extends through the diaphragm 45 into chamber 48. A diaphragm follower plate is applied over the stud 58 and is secured in position in engagement with the diaphragm 45 by means of a nut 59 having screw threaded engagement on said stud. V

The opposite end of the diaphragm follower 55 is provided with a stud portion 60 extending through the diaphragm 46 into chamber 50. A diaphragm follower plate 6| is applied over stud 60 and is secured in position in engagement with the diaphragm 46 by means of a nut 62 having screw threaded engagement on said stud.

Contained in chamber 50 and interposed between and operatively engaging the follower plate 6| and a shoulder 63 formed in the casing is a spring 64 which tends, at all times, to urge the diaphragm assembly to the position shown in the drawings.

At one side of. the diaphragm 41 there is a chamber 65 which is in constant open communication with chamber 50 by way of a passage 66. At the opposite side of diaphragm 41 there is a chamber .61 which is in constant open communication with the atmosphere by way of a passage Contained in chamber 65 and engaging one face of diaphragm 41 is a diaphragm follower 69 having a stem v18 which extends into chamber 50 and is spaced away from the end of the stud portion 60. The follower 69 is also provided with a stud portion H which extends through diaphragm 41 into chamber 61. A diaphragm follower plate 12 is applied over the stud II and is secured in position in engagement with the diaphragm 41 by means of a nut 13 having screw threaded engagement with the stud.

Contained in chamber 61 and interposed between. and operatively engaging the follower plate 12 and an end wall of the casi is a sp n 14 which, at all times, tendsto urge the Iliaphragm 41 and its associated followers to the position shown in the drawings.

The limiting portion 2| comprises a casing in which there is mounted a flexible diaphragm 15 having at one side a chamber 16 which is in constant open communication with atmosphere chamber 52. At the opposite side of this diaphragm there is a chamber 11 which is connected to a passage 18 which passage in turn is connected to a passage 19 leading to the seat for the slide valve 3| in the brake cylinder cut-off valve portion 20.

Contained in chamber 16 and engaging one face of diaphragm 15 is a diaphragm follower 88 having a. stud portion 8| which passes through diaphragm 15 into chamber 11. A follower plate 82 is applied over the stud 8| to the opposite side of diaphragm 15 and is secured in position by means of a nut 83 having screw threaded engagement with the stud.

The diaphragm follower 80 is also provided with an annular boss 84 to which one end of a link member 85 is connected by means of a pin 86. The opposite end of the link member 85 is connected by means of a pin 81 to a lever 88 at a point intermediate its ends which lever is disposed in chamber 16.

The lever 88 is pivotally connected at one end to the casing by means of a pin 89 and at its the seat for slide valve 3|.

' opposite end is provided with a projection 90 which extends at right angles to the main portion of the lever.

The lever arm 51 hereinbefore mentioned extends into chamber 16 and is pivotally connected at the opposite end to the casing by means of a pin 9I.

Interposed between and operatively engagin lever arm 51 and lever 88 is a variable fulcrum roller 92 which is carried at one end of a rod 93. The opposite end of the rod 93 extends through a suitable opening in the projection 90 and through a bore 94 formed in the casing to the exterior of the casing.

Within the bore 94 the rod 93 is provided with -r a shoulder 95 which serves as a stop for a spring seat 96 which is slidably mounted in said bone. Interposed between the spring seat 96 and the casing there is a spring 91 which acts, at all times, to resist inward movement of the rod and thereby the roller,

The limiting portion 2| is also provided with a chamber I00 which is connected to passage 19. Contained in chamber I00 is a valve I02 which is normally urged to its seated position under the pressure of a coil spring I03. This valve controls .communication between chambers I00 and 16 and is adapted to be unseated'by the projection 90 carried by the lever 88.

Also contained in the casing is a chamber I05 which i Iconnected to a passage I06 leading to The passage I96 in turn is connected by way of a passage and pipe I01 leading to the brake controlling valve device 2.

Contained in chamber I05 is a release check valve, I98 which is normally urged to its seated position under the pressure of a coil spring I09 and is employed to control communication between chambers 'I05 and a passage H0 which passage is in open communication with passage 19. The passage 19 is connected to the brake cylinder Sby wayof aconnected passage and pipe II2.

Thestrut cylinder mechanism 1 comprises a tubularlbody portion Il5'which is rigidly connected to a sprung portion of the vehicle such as the truck bolster. In the body casing I I there is operatively mounted a piston I I6 having a piston stem or rod IN. This stem or rod is provided with an enlarged lower end portion II8, a downwardly and outwardly tapering section I I9 merging into the upper end of the enlarged portion, the enlarged portion at the point of such merging providing a shoulder I20, as illustrated in the drawings.

The enlarged lower end portion H 8 of the piston stem or rod H1 is slidably mounted in the upper sleeve like end of a strut I22, which strut is axially disposed with relation to the piston stem and is slidably mounted for vertical movement in the casing.

Interposed between and operatively engaging the enlarged portion I I8 and the strut is a spring I24 which normally maintains the strut spaced away from the lower end of the piston stem, there being a shoulder formed on the upper sleeve like portion of the strut which engages the shoulder I on the stem so as to maintain the strut connected to the piston stem.

Slidably mounted on the sleeve like portion of the strut is a sleeve member I25 having an upper wall I26 which is provided with an opening through which the piston stem' II1 extends thus providing for relative movement between the member and piston stem. This upper wall I26 is spaced away from the upper end of the sleevelike portion of the strut I22, and contained in this space are a plurality of locking elements in the form of balls I21 which are adapted to engage the inner surface of the sleeve member I25 and the tapering surface of section II9 of the piston stem.

The sleeve member I25 is provided with a horizontally extending armI28 which passes through a suitable slotted opening I29 in the body casing I I5 and at its end is provided with a foot I3I which is adapted to engage the outer end of rod 93 of the variable load valve device.

Surrounding piston stem orrod I I1 and interposed between and-operatively engaging the lower side of the piston I I6 and the upper wall I26 of the sleeve member I25 is a spring I32 which spring tends, at all times, to urge the sleeve member in a direction away from the piston.

Surrounding the spring I32 and interposed between and operatively engaging the lower side of the piston I I6 and a spring seat I33 provided in the casing is a spring I34 which tends, at all times, to urge the piston into engagement with a stop I35 provided on the inner top wall of the casing.

'At the upper face of piston I ifi'there is achamber I36 which is in constant open communication with a pipe I31 leading to thechange over control valve device 5.

OPERATION Initial charging of the equipment Assuming the brakes on the vehicle to be released and the brake pipe of the vehicle deplete of fluid under pressure. Under these conditions the brakes Icontrolling valve device 2 will be in release position and the several other parts of the equipment will all be in the position illustrated in the drawings except the piston II6 of the strut mechanism I which will be in a positionin which itengages thestop -I35.

In initially charging the brake system under the above. conditions fluid under pressureis-supplied to the brake pipe I in the usual manner. Fluid under pressure supplied to the brake pipe I flows through pipe 38 to the several chambers of the brake controlling valve device 2 which are to be charged and from the brake controlling valve device, flows in the usual manner, to a pipe I40 and a pipe I4I. Fluid under pressure thus supplied to pipe I40 flows to the auxiliary reservoir 3, and fluid under pressure supplied to pipe I4I flows by way of a connected pipe I42 to the emergency reservoir 4.

Fluid under pressure supplied to pipe I4I also flows by way of connected passage 30 to cham-' ber 29 in the brake cylinder cut-off valve portion 20 of the variable load valve device 6. Fluid under pressure thus supplied to chamber 29 flows by way of connected passage 49 to chamber 48 in the reduction limiting portion 22. Fluid under pressure also flows from pipe 38 to pipe and passage 31 from whence it flows to lchamber 35 in the brake cylinder cut-off valve portion 20. Fluid under pressure thus supplied to passage 31 also flows by way of connected passage 5I to connected chambers 50 and 65 in the reduction limiting portion 22.

Since areas of the diaphragms 45 and 46 in the reduction limiting portion 22 of the variable load valve device 6 are substantially equal and the pressure of fluid acting in chambers 48 and 50 is substantially the same, the spring 63 will act to hold the diaphragm assembly in the position in which it is shown in the drawings, i. e., in engagement with a stop 59a provided on the casing. Fluid under pressure supplied to chamber 65 causes the diaphragm 41 and associated followers to move in the direction toward the right-hand against the opposing pressure of spring 14, until brought to a stop by the diaphragm follower plate 12 engaging a stop on the casing. It should here be understood that the diaphragm 41 and associated followers will be maintained in this position so long as the brake pipe pressure acting in chamber 65 is not reduced below the opposing pressure of the spring 14 which in the present instance is approximately 40 pounds.

With chambers 35 and 29 charged with fluid at substantially the same pressure, the pressure of spring 40 plus the pressure of fluid acting overthe diaphragm 24 of large area in opposition to the pressure acting over the smaller diaphragm 25 will maintain the diaphragm and associated parts in the position shown.

With the brake controlling valve device in its release position the pipe and passage I01 is connected through the brake controlling valve device, in the usual manner, to the atmosphere. With the passage I01 thus connected to the atmosphere brake cylinder 8 is connected to the atmosphere by way of pipe and passage II2,

connected passage 19, a cavity I44 in the slide valve 3| of the brake cylinder cut-01f valve portion 20 which is adapted, in the position shown, to connect passage 19 to passage I06 and thereby to passage I01. Since passage 19 is connected to the atmosphere through the circuit just traced, connected chamber I30 at one side of valve I02 is also connected to the atmosphere, and since chamber 16 at the opposite side of valve I02 is maintained connected to the atmosphere as previously described, spring I03 maintains the valve I02 in seating engagement with its seat as shown.

As hereinbefore mentioned chamber 11 in the limiting portion of the variable load valvede- Fluid under pressure supplied to brake pipe I also flows to slide valve chamber I3 in the change over control valve device 5 by way of connected pipe I4, the spring I'I maintaining the dia-' phragm I0 and attached slide valve I5 in the position shown until a predetermined pressure has been built up in the valve chamber for a reason presently described. 7

Fluid under pressure thus supplied to valve chamber I3 flows to chamber I36 in the strut mechanism I by way of a pipe I 31 causing the piston I I6, and attached stem I IT to move downwardly in opposition to the pressure of springs I32 and I34.

Since at this time the sleeve member I25 isv maintained locked to the stem II! by means of the tapered section I I9, on the stem and the balls I2'I, in the manner hereinafter described, the sleeve membr I25 is also caused to move downwardly with the piston stem. As hereinbefore described the strut I22 is connected to the .stem Ill and downward movement of the stem transmitted through spring I24 causes the strut I22 to move in the same direction.

As hereinbefore mentioned the strut mechanism I is mounted on a sprung portion of the vehicle such as the truck bolster and from this it will be understood by those skilled in the art that as the load carried by the truck increases, theusual truck springs (not shown) will be compressed so that the truck bolster (not shown) and the strut mechanism I carried thereby will move downwardly relative to the usual truck spring plank (not shown). This movement will always be proportional to the degree of the load, starting from empty and progressing to a maximum point at full load.

From the foregoing it will be understood that as the load on the vehicle is increased the clearance or distance between the outer end of the strut I22 and a stop member I50 carried on an unsprung part of the vehicle truck, such as the truck spring plank, will be reduced.

Now the piston IIB, stem III and strut I22 continues to move downwardly under the influence of fluid under pressure supplied to chamber I36 until the end of the strut I22 engages the stop I50. When this occurs continued movement of piston H6 and stem II'I compresses spring I24 and permits stem III to move down,- wardly relative to the strut. Upon such relative movement the upper end of the sleeve like portion of the strut engages the balls I21 causing the balls to move upwardly along the inwardly tapering section II9 of the stem, thus disengaging the balls I2'I from between the tapering section of the stem and the sleeve member I25. Just as soon as the balls I 27 are disengaged from the sleeve member I25, the pressure of spring I32, which has been compressed by previous'relative movement between the piston and the member, causes the member to move downwardly relative to the stem until the lower end thereof engages an annular stop shoulder I5I formed within the body casing H5. 7 It the lower endof the sleeve member I25 engages shoulder I5I, in

the manner just described, before the piston H6 and stem III have completed their travel, the balls I2I being out of locking position will permit the free movement of the piston and stem relative to the sleeve member.

Now when the pressure of fluid in valve chamber I3 of the change over control valve device 5 has been increased to around 40 pounds, the diaphragm I0 will be caused to deflect in a direction toward the left-hand against the opposing pressure of spring IL The diaphragm as it is thus deflected acts through the medium of the stem IT to shift the slide valve I5 in the same direction. When the deflection of the diaphragm is brought to a stop by means of an extension I52, carried by the stem I6, engaging the inner wall of the casing, the slide valve I5 will have been moved into a position in which a cavity I53 therein connects the pipe I3! to an atmospheric passage I54. With this communication established fluid under pressure in chamber I36 of the strut mechanism 1 is quickly vented to the atmosphere, by way of pipe I3'I, cavity I53 in the slide valve I5 of the change over control valve device 5 and atmospheric passage I54.

. Upon a reduction of pressure in chamber I36,

spring I34 acting on the opposite side of the piston II6 causes the piston and stem II! to move upwardly, while the spring I32 acts to maintain the sleeve member I25 against upward movement at this time, so that the stem II'I moves relative to sleeve member I25. As the piston and stem continue to move in this direction relative to the sleeve member I25, the balls I21 by reason of the downwardly and outwardly tapering section II9 of the stem are forced into locking engagement with the inner wall of the sleeve member I25. When this occurs continued movement of the piston H6 and stem II1 causes the sleeve member I25 to move in the same direction. Initial movement of the piston and stem in an upwardly directionpermits the spring I24 to expand and, as the piston and stem continue to move in the same direction, the shoulder I20 on the stem is brought into engagement with the shoulder on the upper sleeve like portion of the strut I22. Now continued movement of the piston and stem in an upwardly direction causes the sleeve member I25 and strut I22 to move in the same direction until the piston is brought to a stop by engagement with the stop I35, in which position it will be maintained by spring I34.

It will here be noted that the horizontally disposed arm I28 is moved with the sleeve member I25 so as to. vary the position of the fulcrum roller 92. Therefore, since the sleeve member, I25 is positioned in accordance with the load carried by the vehicle in the manner just described, the fulcrum roller 92 will also be positioned accordingly. The spring I34 in the strut mechanism I acts to maintain the piston and thereby the sleeve member I25 and arm I28 in their adjusted position, and the spring 9'! acts to maintain the fulcrum roller positioning rod in engagement with the arm I28.

Application of brakes .When the brake pipe pressure is reduced to efiect an application of the brakes, the brake controlling valve device 2 functions in the usual well known manner to supply fluid under pressure from the auxiliary reservoir 3'to the brake cylinder 8 in order to advancethe brake shoes.

-to connected passage II 0. fluid' flows to" chamber I05. With fluid under pressure at the same pressure acting in chamber I05 and passage I I at opposite sides of the valve I08, the spring I09 maintains the valve seated.

Fluid under pressure supplied to passage I9 also flows through connected passage I8 to chamber 11 in the limiting portion 2I. Asthe pressure thus supplied to chamberILand act- -ing on diaphragm I increases it acts through the medium of the diaphragm I5 connected diaphragm followers 80 and 82, link 85 and lever arm 88 which fulcrums 0n fulcrum roller 92, to exert a force which acts through the projection 90 carried by the arm 88 on valveI02, which force tends to unseat the valve. It should here be mentioned that the pressure of spring I03 plus the brake cylinder pressure present in chamber I00 is suflicient to hold the valve I02 seated against a brake cylinder pressure, of ap proximately pounds, acting in diaphragm chamber 11' of the limiting portion 2|. It should also be understood that when the brake cylinder pressure and consequently the pressure in diaphragm chamber 11 has been increased to approximately 15 pounds the diaphragm assemblage, including diaphragms 45and 46 and connected diaphragm follower 55, Will have moved in a direction toward the right-hand against the opposing force of the spring 64, due to the reduction in brake pipe pressure in chamber 50. Movement ofthe diaphragm assemblage in this direction will cause the arm 51 to rock about the pin 9| in a clockwise direction and move into engagement with the fulcrum roller 92. Upon movement of the arm 51 into engagement with the roller 92 an additional force proportionate to the reduction in brake pipe will act to aid the spring I03 and brake cylinder pressure in chamber I00 to prevent the brake cylinder pressure acting in diaphragm chamber 11 to unseat the valve I02 all of which will be more fully described in the following description of the operation of the equipment.

As brake pipe pressure isreduced to effect an application of the brakes, the fluid under pressure in connected chambers 50 and 65 of the pressure reduction responsive portion 22 and in chamber 35 of the brake cylinder cut-off portion 20. in the variable'load valve device 6 is correspondingly reduced. The commuication from connectedchambers 59 and 55 in the reduction limiting portion 22 to the brake pipe I is byway of passage 5|. passage and pipe 31 and pipe 38, and from chamber 35 in the brake cylinder cutoff valve portion is by way of connected passage and pipe 31 and pipe 38.

As the fluid under pressure in connected chambers 50 and 65 is thus reduced, the fluid opposition to the reduced brake pipe pressure valve I02.

and pressure of spring 64 acting on diaphragm 46, tends to move the diaphragms 45 and 46 and long as the brake pipe pressure in chamber 65 is not reduced below the opposing pressure of spring I4. As a result the diaphragm 41 and associated followers will remain inoperative during a' service application of the brakes for the reason that during a full service application, the brake pipe pressure is not reduced below 50 pounds.

As the brake pipe pressure and consequently the pressure in chambers 50 and 65 continues to reduce the diaphragm assemblageincluding diaphragms 45 and 46 and connected diaphragm follower 55, moves in a direction toward the right-hand. Movement of the diaphragm follower 55 in this direction causes the arm 51 to rock about pin 9I in a clockwise direction and exert a force proportionate to the reduction in brake pipe pressure, against the fulcrum roller 92, in opposition, to the force exerted through the medium of lever arm 88. It will here be understood that if the pressure in the brake cylinder 8 and consequently in chamber 11 is increased to a degree suflicient to overcome the opposing force exerted by the arm 51, which opposing, force is determined by the reduction in brake pipe pressure, the arm 88 will rock in a clockwise direction on fulcrum roller 92 and through the medium of extension 90 unseat With valve I02 unseated fluid under pressure will be vented from the brake cylinder 8 to the atmosphere by way of pipe and passage II2, passage I9, chamber I 00', past unseated valve I02, chamber '52 and atmospheric passage 53. At the sametime fluid at brake cylinder pressure acting in chamber 1! of the limiting portion 2|, of the variable load valve devicev 6 'will be vented to the atmosphere by way-of pascient to overcome the force exerted by arm 83.

When this occurs, the spring I03 will again force thevalve I02 into seating engagement with its seat and thereby cut off the flow of fluid under pressure from the brake cylinder 8 and the chamber 11 to the atmosphere. From the foregoing description it will be see that the brake cylinder pressure is limited by the brake pipe reduction acting through proportioning linkage to the brake cylinder pressure limiting diaphragm, the proportioning being determined by the position of the adjustable fulcrum roller 92.

It should herebeunderstood that the cut-01f valve 20 is inoperative to perform any function until the brake pipe pressure acting in chamber 35 has been reduced a predetermined amount such as 20 pounds as determined by the differential area of diaphragms 24 and 25.

When the reducing brake pipe pressure acting in chamber 35 of the brake cylinder cut ofi portion reaches normal equalization pressure i. e., 50 pounds as determined by the difference in area between diaphragms 24 and 25 and spring 40, the emergency reservoir pressure acting in chamber 29. causes the diaphragms 24 and 25 and connected diaphragm follower 26 to move against the opposing pressure of spring into. engagement with the end of the plunger 42 where it is held against further movement in the same direction by means of spring 43;

With the diaphragms' 24 and 25 and follower 25 thus positioned the slide valve 3| will have been moved to a position in which passage I96 is cut off from passage I9, so that further flow of fluid under pressure to the brake cylinder is cut off, thus interrupting any further development of brake cylinder pressure.

Release after a service application of the brakes When. it is desired to effect a release-of the brakes the brake pipe pressure is increased in the usual manner, causing the brake controlling valvevdevice 2 to establish communication from' pipe I01 to, the atmosphere. The control valve device also functions to supply fluid under pres- .sure from the brake pipe I-to the auxiliary and emergency reservoirs 3 and 4, respectively.

As a result of the increaseinthe pressure of" fiuid in the brake pipe, the pressure of fluid acting in chamber 35 of thebrake cylinder cut off valve portion 29 and chambers '50 and 65 of the pressure reduction, responsive portion 22 -ofthe variable load valve device 6 is increased. The

flow of fluid under pressure from the brake pipe to said chambers is by way of thecommunications hereinbefore traced in connection with initialcharging. When the increase in the pressure of fluid inchamber 35 acting together with the pressure of spring .40 on diaphragm 24, has been increased to. a degree sufficient .to overcome the opposing force of the fluid at emergency reservoir pressure in chamber 29 and acting on diaphragm 25, the operating parts of the brake cylinder cut ofi" valve portion 20 will be .moved "to thelpo'sition in which they are shown in the drawings. 1With the slide valve 3l ofthe brake cylinder cutoff valve portion '20 thus positioned,

sages I9, I06, and I0! so that fluid under pressure in the brake cylinder is vented to the atmosphere'to effect a release of the brakes. ,The communication from the brake cylinder to the atmosphere is'by way of pipe and passage II2,-'T passage I9, cavity I44 in the slide valve 3|, passage I06, passage and pipe I01 and through the brake controlling valve device 2. At the same time, fluid under pressure in chamber 11 of the limiting portion 2| of the'variable load valve device 6 is reduced by way of passage 78 and connected passage 19 thus relieving the force exerted on valve I92through the medium of the diaphragm '15,- associated followers 89 and 82,

link arm 85; lever arm '88 and projection 90, so'

sure of spring63-acting on diaphragm 45 causes the diaphragm pile including diaphragms 45 and 46- and diaphragm follower 55 to move in a direccommunication is again es'tablished'between pastion toward the left-hand, to the position in 75 which it is shown in the drawings, against the opposingpressure of emergency reservoir flu1d m chamber 48, acting on diaphragm 45. The diaphragm pile as it moves in this direction acts through the medium of lever 51 to relieve the force exerted on the fulcrum roller 92, so that all parts of the equipment is again conditioned for another application of the brakes.

Emergency application of the brakes With the equipment charged with fluid under pressure and the fulcrum roller 92 positioned in accordance with the load carried by the vehicle through the medium of the'strut mechanism I, in the manner previously described in connection with initial chargingiof the equipment, and

it is desired to efiect an emergency application of the brakes, the brake pipe ressure is vented to the atmosphere in a manner which is We 'known to those skilled in the art. It will be understood from the previous 'description .ofa service application of the brakes emergency reservoir pressure in chamber 29 and acting; on diaphragm 25 to move the diaphragm assemblage and connected slide valve 3I to their emergency position.

Upon movement of said diaphragm assemblage to this position, the assembly is "first moved'against the opposing pressure of spring49 into engagement with the mov- --able1 stop member 42 and continued movement v.of the diaphragm assembly causes the stop memher to move against the opposing pressure 'of spring 43 into engagement with a'flxed stop I58 provided on the casing. Withthe diaphragm assembly and slide Valve 3|, in the brake cylinder cut off valve portion 20 of the variable load valve device; 6 in emergency'position, the cavity I44 inthe slide valve establishes communication between passages I05 and I9.

- The emergency reductionin pressure in chamber 50 ofthe reduction insuring portion 22' permits the emergency reservoir pressure acting in diaphragmchamber 48 to move the diaphragms Y45 and 46 and connected follower in a direction toward the right-hand against the opposing pressure of spring 64, causing the arm 5! to exert force-against the fulcrum roller 92 in the samemanner as hereinbefore described in connection with a service application of the brakes. -It will be-noted that when an emergency application of the brakes is effected, the brake pipe and thereby the chambers 50 and are vented -to=the atmosphere and as a result there is no pressure in chamber 59 to assist spring 64 in opposing movement of the diaphragm assemblage.

The reduction in pressure in chamber 65 due to the emergency reduction in brake pipe pressure permits the spring I4 to flex the diaphragm medium of the diaphragm pile and arm 51, to assist spring 64 in opposing movement of the diaphragm pile in a direction toward the righthand thus producing a definite limited pressure against the fulcrum roller 92 which acts to oppose the force exerted by lever 88 to unseat valve I82. It will be understood by those skilled in the fluid pressure brake art that when a brake controlling valve device 2 of the AB type isemployed and an emergency application of the brakes is effected, the emergency reservoir pressure and thereby the pressure in chamber 48 is reduced to approximately 60 pounds.

At the same time, the emergency reduction in brake pipe pressure causes the brake'controlling valve device 2 to supply fluid under pressure from both the auxiliary and emergency reservoirs 3 and 4, respectively, to the brake cylinder 8 to move the brake shoes into frictional engagement with the wheels and effect an emergency application of the brakes. The communication through which fluid under pressure is supplied from both reservoirs to the brake cylinder 8 is through pipe Hi? and from thence the same circuit ishereinbefore traced in connection with a service application of the brakes. i i i It will be understood from the foregoing description of a service application of the brakes that fluid under pressure supplied to the-brake cylinder 8 will also flow to chamber 11 in thelimiting portion 2| of the variable load valve device 6 and that such pressure acting on diaphragm 15 causes a force proportionate to the brake cylinder pressure to be exerted through the medium of the associated followers, link 85 and lever 38 to unseat the valve :2, however, since the force exerted by the brake cylinder pressure through the medium of arm 88' is opposed by a definite force exerted through the medium of arm 51, the projection 98 on the arm 88 will not be caused to operate to unseat the valve I02, unless the force exerted by the brake cylinder pressure through the medium of arm 88 exceeds the force exerted by arm 51. Therefore the pressure in brake cylinder 8 will build up to a degree in accordance with the position of the fulcrum roller 92 as determined by the load on the'vehicle.

Release after an emergency application In effecting a release of the brakes after an.

emergency application of the brakes the brake pipe pressure is increased in the usual manner and the brake controlling valve device 2 functions in the same manner as described in releasin after a service application of the brakes to release fluid under pressure from the brake cylinder 8 and chamber Tl in the limiting portion 2! of the variable load valve device 6. At the same time the increase in brake pipe pressure results in recharging the chambers 35 and 28 of the brake cylinder cut ofi valve portion 20 and; chambers 43, 50, and 65 of the reduction limiting portion 22 of the variableload valve described in the same manner as previously described in connection with initial charging of the equipment, so that t overcomes the opposing force of spring 14. It

should also be noted that the increase in pressure in chamber 59 will be at a slower rate than the reduction in pressure in chamber 11, therefore the force exerted through the medium of the arm 51 will act to prevent operation of the arm 88 to unseat the valve lcz in efiecting a release of the brakes.

The release check valve I08 is provided to allow brake cylinder pressure to flow from the brake cylinder 8 to the brake controlling valve device 2 when effecting a release of the brakes, in the event that the slide valve 3! of the brake cylinder out OK valve portion 28 is, for any reason, maintained in the position in which communication between passages. I06 and I9 is cut off. If for any reason the slide valve 3! is maintained in the position in which it cuts off communication between passages IENS and 19 when the brake controlling valve-device 2 moves to release position, fluid under pressure in the brake cylinder 8 will be vented to the atmosphere by way of pipe and passage I I2, passage 78, passage H8, past unseated valve I68, chamber Hi5, passage I06, passage and pipe I01 and through the brake controlling valve device 2, thus by-passing the slide valve 3| in the brake cylinder cut oil valve portion 28 of the variable loadvalve device 6.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In a variable. load fluid pressure brake equipment; the combination with a brake cylinder; a brake "pipe normally charged with fluid degreesior a given reduction in brake pipe pressure; and means operative in accordance with the Weight of the load carried by the vehicle for conditioning said mechanism for operation to limit the brake cylinder pressure to the particular degree required by the weight of the load carried by the vehicle.

.2. In a variable load fluid pressure brake equipment, the combination with a brake cylinmovable abutment means subject to brake cylinder pressure, said mechanism being responsive to a reduction in brake pipe pressure and if an increase in brake cylinder pressure for limitingthe supply of fluid under pressure to the brake cylinder to different degrees for a given reduction in brake lpipe pressure; and means adjustable in accordance withthe weight-ofthe load carried by the vehicle for conditioning said 3. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; an emergency reservoir normally charged with fluid under pressure; a brake pipe normally charged with fluid under pressure to a chosen degree; of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; a mechanism including means subject to brake pipe pressure and the pressure of fluid in said emergency reservoir and other means subject to brake cylinder pressure, said mechanism being responsive to a reduction in brake pipe :pressure and an increase in brake cylinder pressure for limiting the supply of fluid under pressure to the brake cylinder to different degrees for a given reduction in brake pipe pressure; and

means including a fulcrum adjustable in accordance'with the Weight of the load carried by the vehicle for conditioning said mechanism for operation to limit the brake cylinder pressure to the particular degree required by the Weight of the load carried by the vehicle.

4. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; an emergency reservoir normally charged with fluid under pressure; of. a brake controlling valve device operative upon a reduction in brake pipe pressure to supplyfluid under pressure to said brake cylinder; a mechanism forv limiting the supply of fluidunder pressure to the brake cylinder to different degrees for a givenreduction in brake pipe pressure; said mechanism comprising a first means subject to the opposing pressures of fluid in the brake pipe and the emergency reservoir and operative by emergency reservoir pressure upon a predetermined reduction in brake pip pressure and a second means also subject to the opposing pressures of the fluid in the brake pipe and the emergency reservoir and operative by emergency reservoir pressure upon a reduction in brake pipe pressure and a third means operative by brake cylinder pressure; and means including a fluid pressure operated strut mechanism operative in accordance with the weight of the load carried by the vehicle for conditioning said mechanism for operation to limit the brake cylinder pressure to the particular degree required by th wei ht of the load carried by the vehicle. 7

v 5. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; an emergency reservoir normally charged with fluid under pressure; of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; a mechanism for limiting the supply of fluid under pressure to the brake cylinder to different degrees for a given reduction in brake pipe pressure; said mechanism comprising a first movable abutment means subject to the opposing pressures of fluid in the brake pipe and the emergency reservoir and operative by emergency reservoir pressure upon a predetermined reduc-' brake pipe pressure and a third movable abutment means responsive to brake cylinder pressure; an adjustable fulcrum for conditioning said mechanism for operation to vary the attainable limit of brake cylinder pressure; and means operative according to variations in the weight of the load carried by the Vehicle for adjusting said fulcrum.

6. In a variable load fluid pressure brake equip- -ment, the combination with a brake cylinder; a

brake pipe normally charged with fluid under pressure to a chosen degree; an emergency reservoir normally charged with fluid under pressure;' of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; a mechanism for limiting the supply of fluid under pressure to the brake cylinder to different degrees for a given reduction in brake pipe pressure; said mechanism comprising a cutofi valve portion subject to the opposing pressures of fluid in the brake pipe and the emergency reservoir and operative by emergency reservoir pressure upon a predetermined reduction in brake pipe pressure and a pressure responsive portion also subject to the opposing pressures of the fluid in the brake pipe and the emergency reservoir and operative by the emergency reser- -voir pressure upon a reduction in brake pipe pressure and a limiting portion responsive to brake cylinder pressure; an adjustable fulcrum for conditioning said mechanism for operation to vary the attainable limit of brake cylinder pressure; and fluid pressure operated means operative according to variations in the weight of the load carried by the vehicle for adjusting saidfulcrum.

7. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; an emergency reservoir normall charged with fluid under pressure; of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; a mechanism for limiting the supply of fluid under pressure to the brake cylinder to different degrees for a given reduction in brake pipejpressure; said mechanism comprising a cutoff valve portion responsive to a predetermined reduction in brake pipe pressure to cut off the supply of fluid under pressure from said controlling valve device to the brake cylinder and means subject to the opposing pressures of the fluid in the brak pipe and the emergency reservoir associated with other means subject to brake cylinder pressure operative for limiting the pressure in the brake cylinder; an adjustable fulcrum for conditioning said mechanism for operation to vary the attainable limit of brake cylinder pressure in accordance with the weight of the load carried by the vehicle; fluid pressure operated means operative for adjusting said fulcrum; and valve means responsive to the pressure of fluid in the brake pipe before said chosen pressure is attained for controlling the operation of said fluid pressure operated means.

' 8. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; an emergency reservoir normally charged with fluid under pressure; of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; a mechanism for limiting the supply of fluid under pressure to the brake cylinder to different degrees for a givenreduction in brake pipe pressure; said mechanism comprising valve means operative by emergency reservoir pressure upon a predetermined reduction in brake pipe pressure for cutting off the supply of fluid under pressure from said brake controlling valve device to therbrake cylinder and a lever arrangement comprising means subject to the opposing pressures'in the brake pipe and the emergency reservoir associated with means subject to brake cylinder pressure and operative to limit the brake cylinder pressure; an adjustable fulcrum forconditioning said mechanism for operation to vary the attainable limit of brake cylinderpressure in accordance with the weight of the load carried by the vehicle; and means comprising a fluid pressure operated strut mechanism for i adjusting said fulcrum according to relative vertical movement between a sprung and an unsprung part of the vehicle. I

9.- In a variable load fluid pressure brake equipment, the combinationwith a brake cylinder; a brake pipe normally charged :with zfluid under pressure to a chosen degree; an emergency reservoir normally chargedwith fluid under pressure;

of: abrake controlling valve device operative upon areduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; a mechanism for limiting the supply of fluid under: pressure 'to the brake cylindertodifierent degrees limit of brake cylinder pressure in accordance with the load carried by the vehicle; and means for; positioning said fulcrum when the pressure in the brake pipe is less than a predetermined degree below said chosen degree and for maintaining said fulcrum in its adjusted position when the pressure in the brake pipe is above said predeftermined degree. I

10. In a variable load fluid pressure brake "equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degreej an emergency reservoir normallycharged-with fluid under pressure; of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply 'fluid under pressure to said brake cylinder; a

mechanism for limiting the supply'of fluid under pressure to the brake cylinder to different degrees, for a' given reduction in brake pipe pressure; said mechanism comprising valve means interposed between the brake controlling valve device and the brake cylinder operative upon a predetermined reduction in brake pipe pressure to cut off the flow of fluid under pressure from the V brake controlling valve deviceto the brake cylinder and lever means including movable abutment" means subject to the opposing pressures of the brake pipeand emergency reservoir associated der pressure; an adjustable fulcrum forcondi- 'lli tioning said mechanism for operation to vary the attainable limit of brake cylinder pressure in accordance with the Weight of theload carried by the vehicle; an adjustable fulcrum for condition- ,ing said mechanism for operation to vary the attainable limit of brake cylinder pressurerin. accordance with the load carried bythevehicle; a strut mechanismfor adjusting said fulcrum; and valve means subject to vbrake pipe-pressure for operating said strut mechanism 11. In a variable load fluid pressure brake vequipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure. to a chosen degree; of a brake controlling. valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; means operative for-limiting the supply of fluid under pressure to the brake cylinder to different degrees for agiven reduction-in brake pipe pressure; .said means including a lever mechanism comprising movable abutment meanssubject to brake pipe pressure ,and a springfland the opposing pressure of fluid in a chamber and operative by the pressure of fluid in the chamber upon a reductionin brake pipe pressure and a lever arrangement adapted to be controlled in accordancewith an increase .in brake cylinder pressure; and adjusting means operative in accordance with the weight of the .load carriedby the vehicl for conditioning said means, saidadjusting means being constructed and arranged to condition said lever mechanism and said lever arrangement for operation to limit the brake cylinderpressure to the particular degree required by the weight of the load carried by the vehicle. 7

12. .In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; of a brake con- ;trolling valve device operative upon a reduction 'in brake pipe pressure to supplylfluid under pressure to said brake cylinder; a reservoir adapted to be charged with fluid at substantially the same pressure as'the fluid in the brake pipe; mean operative for limiting the supply of fluid underlpressure to the brake cylinder to'different. degrees for a; given reduction in brake pipe pressure, said rneans including alever mechanism comprising a movable abutment subject to the opposing pressure of the fluid in said reservoir andthe fluid in the brake pipe and a spring'and operative by the 1 pressure of fluid in said reservoir upon a reduc- .tion; in brake pipe pressure and a lever arrange- ;ment adapted to be controlled in accordance with an increase in brake cylinder pressure, an adjustable fulcrum constructed 'andarranged to cooperate with both saidl-lever-mechanism and said lever arrangement to vary the attainablelimit of brake .pylinder pressure; and means operative according tovariations in the Weight of the load carried by z thezvehicle for adjusting said fulcrum.

13. In; a variable load'v fluid pressure brake --;equipment,-th e combination with a brake cylinder; a; brake pipe normally charged with fluid ;,under:pressure to a chosenudegree; of a brake controlling valve ,-device operative upon a reduc- .-tion-in; brake pipe pressure *to supply fluid under pressure to said 'brake cylinder; a first lever mechanism a first arrangement of movable abutaments subject to the-pressure of fluid in the brake :pipe and of a spring and the opposing pressure; of .fluid in a chamber for operating said firstrlever mechanism a second levenrnechanism; alsecond :jmovable abutment-arrangement subject Itobrake cylinder pressure for operating said second lever mechanism; a fulcrum cooperating with said first and said second lever mechanism upon a decrease in brake pipe pressure and an increase in brake cylinder pressure to limit of brake cylinder pressure; said fulcrum being adjustable relative to both lever mechanisms to limit the brake cylinder pressure to a different degree and means opera-' tive according to variations in the weight of the load carried by the vehicle for adjusting said fulcrum.

14. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid underpresmined brake cylinderpressure has been established; a fulcrum adjustable for varying the leverage of said lever mechanism; and means operative according to variations in the weight of the load carried by the vehicle for adjustin said fulcrum.

15. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; an emergency reservoir charged with fluid under pressure; of

a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; means operative for limiting the supply of fluid under pressure to the brake cylinder and thereby the brake cylinder pressure to different degrees for a given reduction in brake pipe pressure, said means including a normally seated valve, a lever mechanism controlled by brake cylinder pressure operative to unseat said valve to effect a reduction in the pressure of fluid in said brake cylinder,

'means subject to brake pipe pressure and a spring and the opposing pressure of fluid in the emergency reservoirand responsive to a reduction in 'brake pipe pressure for opposing operation of said lever mechanism to unseat said valve, a fulcrum adjustable for varying the leverage of said 'lever mechanism; and means operative according to variations in the weightof theload carried by the vehicle for adjusting said fulcrum.

16. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; an emergency reservoir normally charged with fluid under pressure; of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder; means operative for limiting the supply of fluid under pressure, to the brake cylinder and thereby the brake cylinder pressure to diflerent degrees for a given reduction in brake pipe pressure, said means including a normally seated valve, a lever mechanism controlled by brake cylinder pressure operative to unseat said valve to eflecta reduction in pressure-of fluid in-said brake cylinder, a lever arm and a movable abutment subject to brake pipe pressure and a spring and the opposing pressure of fluid in said emergency reservoir and responsive to a reduction in brake pipe pressure for actuating said lever arm for opposing operation of said lever mechanism to unseat said valve, a fulcrum adjustable for varying th leverage of said lever mechanism; and means operative according to variations in the weight of the load carried by the vehicle for adjusting said fulcrum.

1'7. In a variable load fluid pressure brake equipment, the combination with a brake cylinder; a brake pipe normally charged with fluid under pressure to a chosen degree; an auxiliary reservoir; an emergency reservoir; a brake controlling valve device having a release position for charging said auxiliary and said emergency reservoirs with fluid under pressure and having an application position for supplying fluid under pressure from both said auxiliary and emergency reservoirs to said brake cylinder; of means operative for limiting the supply or fluid under pressure to the brake cylinder to different degrees for a given reduction in brake pipe pressure, said means including a normally seated valve, a first movable abutment subject to brake cylinder pressure operative in response to an-increase in brake cylinder pressure for unseating said valve to effect a reduction in the pressure of fluid in the brake cylinder, a second movable abutment subject to the pressure of fluid under pressure in the brake pipe and a spring and the opposing emergency reservoir pressure and being operative in response to a reduction in brake pipe pressure for yieldably opposing operation of said first movable abutment to unseat said valve, and a variable leverage means associated with said first and said second movable abutments; and means operative accordin to variations in the weight of the load carried by the vehicle for adjusting the leverage of said variable leverage means.

18. In a variable load brake apparatus for a vehicle, in combination, a load regulated mechanism operative to control" the braking power according to the loadon the vehicle, said load regulatedmechanism comprising a movable fulcrum; means for adjusting the position. of said fulcrum according to the load on the vehicle, said means comprising a member for transmitting motion to saidmovable fulcrum, a strut adapted to be moved into and out of'engagem'ent With a stop on a fixed part of the vehicle, a'stem operatively connected to said strut, means normally locking said member to said stem, a movable abutment for. actuating said stemland' thereby said member and said strut; saidjlhovable abutment being responsive to pressure of fluid supplied thereto for actuating said stem -said member and said lock said member from said stem, means operative when said member is unlocked from said stem for positioning said member, spring means operative upon a-decrease inthepressure of fluid acting on said abutment for actuating said stem relative to said strut'and for automatically eifecting operation'of said locking means to lock said member to said stemand upon continued move- -ment for actuating said stem, said member. and ,said strut as a unit: thereby moving: said strut out ofzengagementiwith said'stoplfand fluid pressure operated -means' "for controlling the supply of fluid under pressure to and the release of fluid under pressure from said abutment.

19. In a variable load brake apparatus for a vehicle, in combination, a load regulated mechanism operative to control the braking power according to the load on the vehicle, said load regulated mechanism comprising a movable fulcrum; means for adjusting the position of said fulcrum according to the load on the vehicle, said means comprising a strut adapted to engage a stop provided on a fixed part of the vehicle, a stem operatively connected to said strut, a member slidably mounted on said stem and said strut and having a mechanical connection with said movable fulcrum, locking means normally maintaining said member locked to said stem, a piston responsive to an increase in the pressure of fluid for first actuating said stem said strut and said member as a unit until said strut engages said stop, and for then actuating said stem relative to said stop and for at the same time causing said strut to efiect operation of said locking means to unlock said member from said stem and, spring means operative to effect movement of said member relative to said stem and said strut upon continued movement of said stem relative to said strut, said piston being responsive to a decrease in the pressure of fluid for first actuating said stem relative to said strut and said member and to thereby permit said locking means to lock said member to said stem and for then actuating said stem and said member and therebysaid movable fulcrumsand to finally move said stem said member and said strut as a unit thereby moving said strut out of engagement with said stop; and means controlled in accordance with the pressure of fluid in the apparatus for controlling the supply of fluid under pressure to and the release .of fluid under pressure from said piston.

20. In a variable load brake apparatus for a vehicle in combination, a load regulated mechanism operative to control the braking power according to the load on the vehicle, said load regulated mechanism comprising a movable fulcrum; means for adjusting the position of said fulcrum according to the load on the vehicle, said means comprising a strut mechanism having a strut adapted to engage a stop on a fixed part of the vehicle, a stem operatively connected to said strut, a member slidably mounted on said stem and said strut, an arm carried by said member and engaging said movable fulcrum, means for locking said member to said stem to provide for movement of said member with said stem, a piston operative upon the supply of fluid under pressue thereto to effect movement of said stem said strut and said member as a unit, spring means interposed between and operatively engaging said strut and said stem to provide for relative movement between said stem and said strut when said strut engages said stop and to permit said strut to efiect operation of said locking means to unlock said member from said stem, spring means adapted to efiect movement of said member relative to said stem and said strut upon continued movement of said stem relative to said strut, other spring means operative upon the release of fluid under pressure from said piston for first effecting movement of said stem relative to said strut and said member and upon continued movement of said piston to cause said locking means to lock said member to said stem and then move said member with said stem and finally move said stem and said member and said strut as a unit thereby moving said strut out of engagement with said stop; and means controlled by fluid under pressure for controlling the supply of fluid under pressure to 

